TWI393872B - Vehicle speed control device - Google Patents
Vehicle speed control device Download PDFInfo
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- TWI393872B TWI393872B TW098108052A TW98108052A TWI393872B TW I393872 B TWI393872 B TW I393872B TW 098108052 A TW098108052 A TW 098108052A TW 98108052 A TW98108052 A TW 98108052A TW I393872 B TWI393872 B TW I393872B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/02—Details or accessories of testing apparatus
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
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- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
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Description
本發明係關於在引擎測試台或車輛動力測定機上，測試引擎時所使用的車輛速度控制裝置。The present invention relates to a vehicle speed control device used in testing an engine on an engine test bench or a vehicle power measuring machine.
第5圖係顯示專利文獻1所揭示的車輛速度控制裝置的構成圖，圖中，1是加速力運算部，根據車速指令Vs的加速度×車輛質量(重量M)來運算出指令側的加速力，由行駛阻力運算部2運算出與檢測車速V相應的行駛阻力，在加算部3將行駛阻力加算入加速力中，而計算出要行駛目標的運轉模式所需的驅動力指令F。Fig. 5 is a view showing a configuration of a vehicle speed control device disclosed in Patent Document 1. In the figure, 1 is an acceleration force calculation unit that calculates an acceleration force on the command side based on the acceleration of the vehicle speed command Vs × the mass of the vehicle (weight M). The running resistance calculation unit 2 calculates the running resistance corresponding to the detected vehicle speed V, and adds the running resistance to the acceleration force in the adding unit 3, and calculates the driving force command F required for the operation mode of the traveling target.
這個驅動力F指令係與車速指令Vs一起被輸入到前饋控制器(驅動力特性對照表，亦即，在模式圖形運轉前就預先收錄了驅動力特性者)4，前饋控制器4係因應驅動力特性對照表來輸出油門開度指令θFF 。This driving force F command is input to the feedforward controller together with the vehicle speed command Vs (the driving force characteristic comparison table, that is, the driving force characteristic is pre-recorded before the mode graphic operation) 4, the feedforward controller 4 is The throttle opening command θ FF is output in accordance with the driving force characteristic comparison table.
又，加算部5係偵知出車速指令Vs與實際的車速V的偏差，車速偏差補正運算部6係執行車速偏差的補正運算，在加算部7與驅動力指令F相加在一起。又，偵知側的加速力運算部8係根據車速V的微分值×車輛質量來運算出加速力，在加算部9加入行駛阻力，運算出偵知側的驅動力。Further, the adding unit 5 detects the deviation between the vehicle speed command Vs and the actual vehicle speed V, and the vehicle speed deviation correction calculating unit 6 performs the correction calculation of the vehicle speed deviation, and adds the driving force command F to the adding unit 7. In addition, the acceleration calculation unit 8 on the detection side calculates the acceleration force based on the differential value of the vehicle speed V × the vehicle mass, and adds the running resistance to the addition unit 9 to calculate the driving force on the detection side.
在加算部10係運算出指令側的驅動力與偵知側的驅動力的偏差，輸入到回饋控制器11，輸出油門開度指令θFB 。在加算部12係將油門開度指令θFF 與油門開度指令θFB 相加，而獲得油門開度指令θ。The adding unit 10 calculates a deviation between the driving force on the command side and the driving force on the detecting side, and inputs it to the feedback controller 11 to output the accelerator opening degree command θ FB . The addition unit 12 adds the accelerator opening degree command θ FF and the accelerator opening degree command θ FB to obtain the accelerator opening degree command θ.
油門開度指令θ被輸入到假想車輛13，假想車輛13係產生因應於油門開度指令θ的運轉模式所需的引擎驅動力。假想車輛13係由：包含了引擎的車輛的驅動力特性部14與加算部15與車速運算部16所構成，從驅動力特性部14所產生的驅動力中，在加算部15減去行駛阻力，在車速運算部16運算出車速。The accelerator opening degree command θ is input to the virtual vehicle 13 and the virtual vehicle 13 generates an engine driving force required for the operation mode in response to the accelerator opening degree command θ. The virtual vehicle 13 is composed of a driving force characteristic portion 14 of the vehicle including the engine, an addition unit 15 and a vehicle speed calculation unit 16, and the driving force is subtracted from the driving force generated by the driving force characteristic unit 14 by the addition unit 15. The vehicle speed calculation unit 16 calculates the vehicle speed.
又，第6圖所示的是在第5圖的車輛速度控制裝置加入由車速偏差補正運算部6所執行的依據車重(M)17而為的車速回饋增益補正者。Further, in the vehicle speed control device of Fig. 5, the vehicle speed feedback gain corrector based on the vehicle weight (M) 17 executed by the vehicle speed deviation correction calculating unit 6 is added to Fig. 6 .
[專利文獻1]日本特開2005-297872號公報[Patent Document 1] Japanese Patent Laid-Open Publication No. 2005-297872
在第5圖和第6圖所示的車速偏差補正運算部6中，係執行：輸入車速偏差，輸出油門開度之一般的控制技術也就是所謂的PI控制。這種PI控制係固定增益(即使是加入了依據車重的車速回饋增益補正，只要車輛決定的話，就會變成一定的數值)，針對於從油門開度起至車速為止的特性係為非線性的車輛，不得不決定出對應於特定的車輛的狀態的增益。The vehicle speed deviation correction calculation unit 6 shown in FIGS. 5 and 6 performs a general control technique of inputting the vehicle speed deviation and outputting the accelerator opening degree, that is, the so-called PI control. This PI control system has a fixed gain (even if a vehicle speed feedback gain correction based on the vehicle weight is added, it becomes a certain value as long as the vehicle determines), and the characteristic from the accelerator opening degree to the vehicle speed is nonlinear. The vehicle has to determine the gain corresponding to the state of the particular vehicle.
車輛的非線性的主要原因是：在引擎中，油門開度與所產生的扭力並不是成正比，而且隨著迴轉數的不同，所產生的扭力也不同。又，在變速箱中，是依據車速、負荷來被選擇齒輪比(包含自動排檔在內)。此外，輪胎的變形也是非線性的要因之一。The main reason for the nonlinearity of the vehicle is that in the engine, the throttle opening is not proportional to the generated torque, and the torque generated varies with the number of revolutions. Further, in the transmission, the gear ratio (including the automatic gear shift) is selected in accordance with the vehicle speed and the load. In addition, the deformation of the tire is also one of the main causes of nonlinearity.
因而，依車輛的狀態之不同，作為操作量的油門開度θ有時候會太過靈敏地作動，有時候會太緩慢地作動。亦即，在車輛的感度較高的低速低負荷的狀態下，油門容易變得太靈敏。又，在車輛的感度較低的高速高負荷的狀態下，雖然是應該將油門大幅地作動的時候，但是油門卻是緩慢地作動。此外，車輛的感度係由：車輛的驅動力的變化量ΔF/油門開度的變化量Δθ所定義的。Therefore, depending on the state of the vehicle, the accelerator opening degree θ as an operation amount may sometimes be activated too sensitively, and sometimes it may be activated too slowly. That is, in a state where the vehicle has a high sensitivity and a low speed and a low load, the throttle is likely to become too sensitive. Further, in the state of high speed and high load in which the sensitivity of the vehicle is low, the throttle should be operated largely, but the throttle is operated slowly. Further, the sensitivity of the vehicle is defined by the amount of change ΔF of the driving force of the vehicle/the amount of change Δθ of the accelerator opening.
本發明是為了解決上述的課題而開發完成的，其目的在於提供：一種車輛速度控制裝置，在車輛感度較高的低速低負荷的狀態下，可將油門操作變緩慢，亦即可避免太過靈敏的油門操作，在車輛感度較低的高速高負荷的狀態下，提高車速回饋的增益，可加大油門動作，並且可使得車速追從性趨於良好。The present invention has been made in order to solve the above problems, and an object of the invention is to provide a vehicle speed control device capable of slowing down throttle operation in a state of low speed and low load with high vehicle sensitivity, thereby avoiding too much Sensitive throttle operation, in the state of high speed and high load with low sensitivity of the vehicle, the gain of the vehicle speed feedback can be increased, the throttle action can be increased, and the vehicle speed followability tends to be good.
本案的第1發明(請求項1)的車輛速度控制裝置，係具備：具有預先在事前就已經收錄的驅動力特性對照表，被輸入目標驅動力與目標車速，依據驅動力特性對照表來輸出油門開度的驅動力特性對照表部；因應前述驅動力特性對照表來運算車輛感度的逆數之車輛感度運算部；被輸入車速偏差與車輛感度的逆數，輸出對應於車輛感度的逆數之油門開度之車速回饋部；將來自車速回饋部的油門開度與來自驅動力特性對照表部的油門開度予以相加之加算部；依據來自加算部的油門開度指令來驅動油門開度，以令車速與目標車速一致之手段。The vehicle speed control device according to the first aspect of the present invention (request 1) is provided with a driving force characteristic comparison table that has been previously recorded beforehand, and the target driving force and the target vehicle speed are input, and are output according to the driving force characteristic comparison table. The driving force characteristic comparison table of the accelerator opening degree; the vehicle sensitivity calculation unit that calculates the inverse of the vehicle sensitivity in accordance with the driving force characteristic comparison table; the inverse of the vehicle speed deviation and the vehicle sensitivity is input, and the inverse value corresponding to the vehicle sensitivity is output a throttle speed feedback unit of the accelerator opening; an addition unit that adds the accelerator opening degree from the vehicle speed feedback unit to the accelerator opening degree from the driving force characteristic table; and drives the accelerator to open according to the accelerator opening command from the addition unit Degree, in order to make the speed of the vehicle consistent with the target speed.
本案的第2發明(請求項2)的車輛速度控制裝置，係具備：當來自車輛感度運算部的車輛感度的逆數突然變小的情況下，就將這個車輛感度的逆數的值，維持在原先的較大值並且予以保持一定時間之手段。In the vehicle speed control device according to the second aspect of the present invention (request 2), when the inverse of the vehicle sensitivity from the vehicle sensitivity calculation unit suddenly decreases, the value of the inverse of the vehicle sensitivity is maintained. The means of the original larger value and keeping it for a certain period of time.
根據本案的第1發明(請求項1)的車輛速度控制裝置，係將來自驅動力特性對照表部的輸出也就是油門開度，根據來自車速回饋部的輸出也就是因應於車輛感度的逆數的油門開度，進行補正，在車輛的感度較高之低速低負荷的狀態下，車速回饋部的增益較低，可使油門操作變緩慢，可避免過度靈敏的油門操作。此外，在車輛的感度較低之高速高負荷的狀態下，車速回饋部的增益較高，可使得車速追從性變良好。According to the vehicle speed control device of the first invention (request 1) of the present invention, the output from the driving force characteristic comparison table unit is the accelerator opening degree, and the output from the vehicle speed feedback unit is the inverse of the vehicle sensitivity. The throttle opening is corrected, and in the low-speed and low-load state where the vehicle is highly sensitive, the gain of the vehicle speed feedback portion is low, the throttle operation can be slowed, and excessively sensitive throttle operation can be avoided. Further, in the state of high speed and high load in which the sensitivity of the vehicle is low, the gain of the vehicle speed feedback unit is high, and the vehicle speed following performance can be improved.
又，根據本案的第2發明(請求項2)的車輛速度控制裝置，係具備：當來自車輛感度運算部的車輛感度的逆數突然變小的情況下，就將這個車輛感度的逆數的值，維持在原先的較大值並且予以保持一定時間之手段，例如：在從加速狀態變成定速狀態的這種車輛感度的逆數突然變小的情況下，就將這個車輛感度的逆數的值，維持在原先的較大值並且予以保持一定時間，藉此，可抑制原先所計算出來的增益值得降低，而可提昇偏差的收斂性。Further, the vehicle speed control device according to the second invention (request 2) of the present invention is configured to provide an inverse of the sensitivity of the vehicle when the inverse of the vehicle sensitivity from the vehicle sensitivity calculation unit suddenly becomes small. The value is maintained at the original larger value and maintained for a certain period of time. For example, in the case where the inverse of the vehicle sensitivity suddenly changes from the acceleration state to the constant speed state, the inverse of the vehicle sensitivity is obtained. The value is maintained at the original larger value and held for a certain period of time, whereby the previously calculated gain value can be suppressed from being lowered, and the convergence of the deviation can be improved.
茲佐以圖面來說明用以實施本發明的最佳方式如下。首先，依據第1圖來說明實施本發明的最佳方式的基本構成。第1圖中，18是因應驅動力特性對照表來運算車輛的感度(驅動力的變化ΔF/油門開度的變化Δθ)的逆數之車輛感度運算部；19是被輸入車速偏差與車輛感度的逆數，將這些與比例增益相乘之比例運算部；20是將比例運算部19的輸出予以積分運算之積分運算部；21是將比例運算部19的輸出與積分運算部20的輸出予以相加之加算部；藉由比例運算部19，積分運算部20以及加算部21來構成車速回饋部22。車速回饋部22的輸出就是油門開度。The best mode for carrying out the invention is illustrated by the following figures. First, the basic configuration of the best mode for carrying out the invention will be described based on Fig. 1. In the first drawing, 18 is a vehicle sensitivity calculation unit that calculates the inverse of the vehicle sensitivity (change in the driving force ΔF/the change in the accelerator opening Δθ) in accordance with the driving force characteristic comparison table; 19 is the input vehicle speed deviation and the vehicle sensitivity. The inverse calculation unit is a ratio calculation unit that multiplies the proportional gain; 20 is an integral calculation unit that integrates the output of the proportional calculation unit 19; and 21 outputs the output of the proportional calculation unit 19 and the output of the integral calculation unit 20. The addition unit is configured by the proportional calculation unit 19, the integral calculation unit 20, and the addition unit 21 to constitute the vehicle speed feedback unit 22. The output of the vehicle speed feedback unit 22 is the accelerator opening degree.
另外，23是驅動力特性對照表部，是被輸入目標驅動力和目標車速，並且依據事前已經收錄的驅動力特性對照表來輸出油門開度。如第3圖所示，這個驅動力特性對照表係表示車速、驅動力、油門開度的三者的關係之特性對照表。這個油門開度在加算部24又被加入來自車速回饋部22的輸出(也是油門開度)而成為油門指令。In addition, 23 is a driving force characteristic comparison table unit that inputs the target driving force and the target vehicle speed, and outputs the accelerator opening degree based on the driving force characteristic comparison table that has been included beforehand. As shown in Fig. 3, this driving force characteristic comparison table indicates a characteristic comparison table showing the relationship among the three factors of the vehicle speed, the driving force, and the accelerator opening degree. This throttle opening degree is added to the output from the vehicle speed feedback unit 22 (also the accelerator opening degree) in the addition unit 24 to become an accelerator command.
油門指令被輸入到車輛39，使得車輛39的油門開度被操作，對應於此，車輛39就因應油門開度來產生對應運轉模式所需的引擎驅動力。車輛39係由：車輛(引擎＋驅動系統)25與加算部26與車輛(慣性)27所構成的，在車輛39中，係從車輛25所產生的驅動力在加算部26進行減去在車輛動力測定機上的行駛阻力而獲得加速力，藉此，即可從車輛27產生車速。而車輛25的輸出輸入特性就成為車輛的感度。The throttle command is input to the vehicle 39 such that the accelerator opening degree of the vehicle 39 is operated, and accordingly, the vehicle 39 generates the engine driving force required for the corresponding operation mode in response to the accelerator opening degree. The vehicle 39 is composed of a vehicle (engine + drive system) 25, an addition unit 26, and a vehicle (inertia) 27, and in the vehicle 39, the driving force generated from the vehicle 25 is subtracted from the vehicle by the addition unit 26. The acceleration force is obtained by the running resistance on the power measuring machine, whereby the vehicle speed can be generated from the vehicle 27. The output input characteristic of the vehicle 25 becomes the sensitivity of the vehicle.
在上述基本結構中，係根據：在車輛動力測定機上的車輛的感度與車輛感度運算部18所運算後的車輛的感度的逆數，使得車輛的特性被取消，而進行系統的線性化處理，從而可藉由車種與比例、積分(PI)的係數來決定出車速回饋的回應(response)。PI的係數的決定也因應車重來計算出來的話，即可讓車速回饋部22的回應保持為一定。至於控制器的具體的動作如下所示。In the above-described basic configuration, the linearity of the system is performed based on the inverse of the sensitivity of the vehicle on the vehicle power measuring device and the sensitivity of the vehicle calculated by the vehicle sensitivity calculating unit 18 so that the characteristics of the vehicle are canceled. Therefore, the response of the vehicle speed feedback can be determined by the factor of the vehicle type and the ratio and the integral (PI). The determination of the coefficient of the PI is also calculated in accordance with the weight of the vehicle, so that the response of the vehicle speed feedback unit 22 can be kept constant. The specific actions of the controller are as follows.
(1)在車輛的感度較高之低速低負荷的狀態下，車速回饋部22的增益較低，可使油門操作變緩慢，可避免過度靈敏的油門操作。(1) In the state of low speed and low load in which the vehicle has high sensitivity, the gain of the vehicle speed feedback unit 22 is low, the throttle operation can be slowed, and excessively sensitive throttle operation can be avoided.
(2)在車輛的感度較低之高速高負荷的狀態下，車速回饋部22的增益較高，可使得車速追從性變良好。(2) In the state of high speed and high load in which the sensitivity of the vehicle is low, the gain of the vehicle speed feedback unit 22 is high, and the vehicle speed following performance can be improved.
(3)在車速的控制設計中，可適用線性控制理論。(3) In the control design of the vehicle speed, the linear control theory can be applied.
第2圖(a)和第2圖(b)係顯示本發明的更具體的最佳實施方式的車輛感度運算部18和車速回饋部22的構成內容，首先，在第2圖(a)所示的車輛感度運算部18中，指令側的加速力運算部1是被輸入車速指令後，運算出加速力，在加算部3中又加入行駛阻力而獲得所要求的驅動力。Figs. 2(a) and 2(b) show the configuration of the vehicle sensitivity calculation unit 18 and the vehicle speed feedback unit 22 according to a more specific preferred embodiment of the present invention. First, in Fig. 2(a) In the vehicle sensitivity calculation unit 18, the command-side acceleration force calculation unit 1 calculates the acceleration force after the vehicle speed command is input, and adds the running resistance to the addition unit 3 to obtain the required driving force.
驅動力特性部28係具有前述預先被收錄了車速、驅動力、油門開度的三者的關係之驅動力特性對照表，被輸入車速指令和所要求的驅動力，然後輸出油門開度。The driving force characteristic unit 28 has a driving force characteristic comparison table in which the relationship between the vehicle speed, the driving force, and the accelerator opening degree is recorded in advance, and the vehicle speed command and the required driving force are input, and then the accelerator opening degree is output.
又，在加算部29中，又被加入驅動力的變化量ΔF(相對於驅動力的規模而言係為很小的固定值)與所要求的驅動力，這個相加之後的加算值與車速指令Vs一起被輸入到驅動力特性部30。Further, in the addition unit 29, the amount of change ΔF of the driving force (a small fixed value with respect to the scale of the driving force) and the required driving force are added, and the added value and the vehicle speed after the addition are added. The command Vs is input to the driving force characteristic unit 30 together.
驅動力特性部30也具有與驅動力特性部28相同的驅動力特性對照表，會輸出油門開度，在加算部31中係從由驅動力特性部30所輸出的油門開度減去由驅動力特性部28所輸出的油門開度，以取得油門開度的變化量Δθ。驅動力的變化量ΔF與油門開度的變化量Δθ被輸入到運算部32，就可運算出車輛的感度的逆數Δθ/ΔF。The driving force characteristic unit 30 also has a driving force characteristic comparison table similar to the driving force characteristic unit 28, and outputs an accelerator opening degree, and the addition unit 31 subtracts the driving degree from the accelerator opening degree outputted by the driving force characteristic unit 30. The accelerator opening degree outputted by the force characteristic unit 28 acquires the amount of change Δθ of the accelerator opening degree. The amount of change ΔF of the driving force and the amount of change Δθ of the accelerator opening degree are input to the calculation unit 32, and the inverse Δθ/ΔF of the sensitivity of the vehicle can be calculated.
在限速部33中，係將Δθ/ΔF限定成零以上。在峰值保持部34中，係當例如從加速狀態變成定速狀態的這樣地車輛的感度的逆數突然變小的情況下，將這個車輛的感度的逆數維持在原先的較大值予以保持一定時間，藉此以抑制原先所計算出來的增益值的降低，以提昇偏差的收斂性。In the speed limiting portion 33, Δθ/ΔF is limited to zero or more. In the peak holding unit 34, when the inverse of the sensitivity of the vehicle suddenly changes from the acceleration state to the constant speed state, for example, the inverse of the sensitivity of the vehicle is maintained at the original larger value. For a certain period of time, the convergence of the previously calculated gain value is suppressed to improve the convergence of the deviation.
接下來，在第2圖(b)的乘法部35中，係被輸入車速偏差與峰值保持部34的輸出※1，將兩者的數值相乘，在比例運算部19進行乘法運算。又，比例運算部19的輸出係在積分運算部20進行積分運算之後，在加算部38被與比例運算部19的輸出相加在一起，而成為車速回饋部22的油門開度輸出，這個油門開度輸出又與第1圖的加算部24的驅動力特性對照表部23的油門開度輸出相加在一起，而成為油門開度指定。其後的控制動作係與第1圖相同。Then, in the multiplication unit 35 of Fig. 2(b), the vehicle speed deviation and the output *1 of the peak holding unit 34 are input, and the numerical values of the two are multiplied, and the proportional calculation unit 19 performs multiplication. Further, the output of the proportional calculation unit 19 is added to the output of the proportional calculation unit 19 by the addition unit 38 after the integral calculation unit 20 performs the integral calculation, and the throttle opening degree output of the vehicle speed feedback unit 22 is obtained. The opening degree output is added to the accelerator opening degree output of the driving force characteristic table portion 23 of the adding unit 24 of Fig. 1 to be the accelerator opening degree designation. The subsequent control operation is the same as in the first figure.
比例運算部19的參數以及積分運算部20的參數的決定方法，係可使用以慣性(此處係：車重)作為控制對象的速度控制系的線性控制設計理論。例如：回應時間為T(秒)，車重為M(公斤)，控制常式(control loop)的最大值為實數根(以使得回應不至於變成震動性的回應的方式)的話，可以適用下列的這種決定參數的方法。亦即，例如：比例運算部19的比例增益M/T，積分運算部20的積分增益1/4T。The parameter of the proportional calculation unit 19 and the method of determining the parameters of the integral calculation unit 20 can use a linear control design theory of a speed control system that uses inertia (here: vehicle weight) as a control target. For example, if the response time is T (seconds), the weight of the vehicle is M (kg), and the maximum value of the control loop is the real root (so that the response does not become a vibrating response), the following can be applied. This method of determining parameters. That is, for example, the proportional gain M/T of the proportional calculation unit 19 and the integral gain 1/4T of the integral calculation unit 20.
第4圖(a)係顯示時間與車速的關係，A係指令值；B係改善前的控制車速；C係改善後的控制車速。改善前的狀況是，在定速行駛時才向上換檔，因此如果依據驅動力特性對照表所計算出來的油門開度的話，驅動力會不足，需要車速回饋的追從性。又，在改善前，即使在車速的偏差很大的狀況下，油門動作依然還是很緩慢。改善之後，車速追從性變好。又，第4圖(b)係顯示出時間與油門開度的關係，第4圖(c)係顯示出時間與迴轉數的關係。D、E是改善前，F、G是改善後。Fig. 4(a) shows the relationship between time and vehicle speed, A system command value; B system control vehicle speed before improvement; and C system improved vehicle speed. The situation before the improvement is that the gear is shifted up at a constant speed. Therefore, if the throttle opening calculated according to the driving force characteristic table is used, the driving force will be insufficient, and the follow-up of the vehicle speed feedback is required. Also, before the improvement, even if the deviation of the vehicle speed is large, the throttle operation is still very slow. After the improvement, the speed following is getting better. Further, Fig. 4(b) shows the relationship between time and the accelerator opening degree, and Fig. 4(c) shows the relationship between time and the number of revolutions. D, E is improved, F, G is improved.
如上所述，根據上述的最佳實施方式，在車輛的感度較高之低速低負荷的狀態下，車速回饋部22的增益較低，可使油門操作變緩慢，可避免過度靈敏的油門操作。又，在車輛的感度較低之高速高負荷的狀態下，車速回饋部22的增益較高，可使得車速追從性變良好。此外，在車速的控制設計中，可適用線性控制理論。在峰值保持部34中，係當例如從加速狀態變成定速狀態的這樣地車輛的感度的逆數突然變小的情況下，將這個車輛的感度的逆數維持在原先的較大值予以保持一定時間，藉此以抑制原先所計算出來的增益值的降低，以提昇偏差的收斂性。As described above, according to the above-described preferred embodiment, in the state of low speed and low load in which the sensitivity of the vehicle is high, the gain of the vehicle speed feedback portion 22 is low, the throttle operation can be made slow, and excessively sensitive throttle operation can be avoided. Moreover, in the state of high speed and high load in which the sensitivity of the vehicle is low, the gain of the vehicle speed feedback unit 22 is high, and the vehicle speed following performance can be improved. In addition, in the control design of the vehicle speed, the linear control theory can be applied. In the peak holding unit 34, when the inverse of the sensitivity of the vehicle suddenly changes from the acceleration state to the constant speed state, for example, the inverse of the sensitivity of the vehicle is maintained at the original larger value. For a certain period of time, the convergence of the previously calculated gain value is suppressed to improve the convergence of the deviation.
1．．．加速力運算部1. . . Acceleration force calculation unit
18．．．車輛感度運算部18. . . Vehicle sensitivity calculation unit
19．．．比例運算部19. . . Proportional operation department
20．．．積分運算部20. . . Integral operation unit
21．．．加算部twenty one. . . Addition department
22．．．車速回饋部twenty two. . . Speed feedback department
23．．．驅動力特性對照表部twenty three. . . Driving force characteristic comparison table
24．．．加算部twenty four. . . Addition department
25．．．車輛(引擎＋驅動系統)25. . . Vehicle (engine + drive system)
26．．．加算部26. . . Addition department
27．．．車輛(慣性)27. . . Vehicle (inertia)
33．．．限速部33. . . Speed limit
34．．．峰值保持部34. . . Peak hold
39．．．車輛39. . . vehicle
第1圖是本發明的最佳實施方式的基本構成圖。Fig. 1 is a view showing the basic configuration of a preferred embodiment of the present invention.
第2圖(a)(b)是顯示本發明的具體的最佳實施方式的車輛感度運算部以及車速回饋部的構成圖。FIGS. 2(a) and 2(b) are diagrams showing the configuration of a vehicle sensitivity calculation unit and a vehicle speed feedback unit according to a specific preferred embodiment of the present invention.
第3圖是顯示本發明的驅動力特性對照表。Fig. 3 is a table showing the driving force characteristics of the present invention.
第4圖(a)(b)(c)是顯示本發明的效果之特性圖。Fig. 4 (a), (b) and (c) are characteristic diagrams showing the effects of the present invention.
第5圖是專利文獻1所揭示的傳統的車輛速度控制裝置。Fig. 5 is a conventional vehicle speed control device disclosed in Patent Document 1.
第6圖是其他的傳統的車輛速度控制裝置。Figure 6 is another conventional vehicle speed control device.
18．．．車輛感度運算部18. . . Vehicle sensitivity calculation unit
19．．．比例運算部19. . . Proportional operation department
20．．．積分運算部20. . . Integral operation unit
21．．．加算部twenty one. . . Addition department
22．．．車速回饋部twenty two. . . Speed feedback department
23．．．驅動力特性對照表部twenty three. . . Driving force characteristic comparison table
24．．．加算部twenty four. . . Addition department
25．．．車輛(引擎＋驅動系統)25. . . Vehicle (engine + drive system)
26．．．加算部26. . . Addition department
27．．．車輛(慣性)27. . . Vehicle (inertia)
39．．．車輛39. . . vehicle
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| JP6277060B2 (en) * | 2014-05-19 | 2018-02-07 | 株式会社小野測器 | Throttle control device |
| JP6429235B2 (en) * | 2015-02-24 | 2018-11-28 | 株式会社明電舎 | Vehicle speed control device |
| JP6135741B2 (en) * | 2015-10-30 | 2017-05-31 | 株式会社明電舎 | Vehicle test apparatus and vehicle speed deviation calculation method for vehicle test apparatus |
| JP6075479B1 (en) * | 2016-01-28 | 2017-02-08 | 株式会社明電舎 | Vehicle automatic driving system and automatic driving method |
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